Automatic stop for railway wagons



July 27 1926. I 1,594,211

c. NOHSE AUTOMATIC STOP FOR RAILWAY WA GONS Filed Sept. 9, 1925 2 Sheets-Sheet 1 July 27, 1926. 15%212 c. NOHSE l AUTOMATIC STOP FOR RAILWAY WAGONS Filed Sept. 9, 1925 2 sheets-Sheefi 2 Patented July 27, 1926.

UNITED STATES PATENT OFFICE.

AUTOMATIC STOP FOR RAILWAY WAGONS.

Application filed September 9, 1925, Serial No. 55,408, and in Germany September 3, 1924.

This invention relates to in'iprovemcnts in automatic stops for cars running on rails.

It is commonly known to arrange on braking inclines automatic stops built in on the track and designed to stop cars which exceed a predetermined maximum speed at the downward journey. In this stop an oscillatably mounted releasing or abutment element, similar to an elbow lever and acted upon by the front axle of the car, acts directly upon a separate catch lever which is oscillatable independently of other elements so that this catch lever is brought into a position to catch the second axle of the car if the car which is running downward has exceeded a predetermined speed.

Numerous forms of construction of such mechanisms are known, and amongst these, constructions in which the abutment member is rigidly connected with the catch claw to form an elbow lever. In other forms of construction the abutment element is, together with the releasing element, separate from the catch claw and independent from it but arranged on a common bolt. Or the abutment element has been arranged; by itself and the catch claw with the releasing element on a separate axle.

The systems mentioned above are bound to determined service conditions and consequently limited as regards applicability. Some of them work perfectly as long as the speed of the cable' or chain does not exceed 1 meter per second. A catching device of known type has been proved as specially adapted in all cases where the speed does not exceed 1 meter per second, said device comprising an oscillating releasing element similar to an elbow lever and acting directly upon the catch lever oscillatably but separately mounted on the same axle, this satisfactory result being due to the stable construction and to the simplicity of the individual elements specially adapted for the rough mine-service. This device does however not work satisfactorily on down Ward inclines as soon as the speed exceeds 1 meter per second, as this speed the catch lever is thrown into the catching position. i

It has been proposed to avoid this inconvenience by making the catch claw heavier up to the constructive limit and by making the travel of the catch lever to the catching position so much longer as the construction of the cars permits, in considering however that the second car axle. had to be caught under any circumstances. It has been further proposed to give to the abutment lever so much idle movement that the catch claw is thrown into the catching position at the instant when the first wheel axle has almost left the abutment lever. But all these modifications were constructively limited and could give little satisfaction as the impulse of the downward rolling cars is so great that, notwithstanding the utilization of all proposed improvements, no technical progress couldbe obtained.

This invention relates to an automatic stop for cars running on tracks which is adapted for any speed of the car be it 1 to 10 meters per second or more. It presents further the advantage that the mechanism can be adjusted in accordance with the actual speed. It happens frequently that the conveying speed has to be increased on account of the accelerated working of the mine. In this case the stop device can be adjusted to the higher speed as the releasing element for the catch claw has its own pivot bolt which may be arranged at a more or less great distance from the pivot bolt of the catch claw within the range of this catch claw, the catch tappet for the catch claw being adjustable at a greater or lesser distance from the pivot bolt of the releasing element.

An embodiment of the invention is shown, by way of example, on the accompanying drawing in which Fig. 1 shows diagrammatically the device, the bolt of the combined abutment and releasing element being arranged under the bolt of the catch lever.

Fig. 2 is a similar view 1, the

bolt of the abutment and releasing element being arranged at the side of the bolt of the catch lever.

Fig. 3 shows the safety device in the position of rest, the abutment element being shown in dash lines in the position which it assumes when the skip ascends, the releasing element being omitted.

Fig. at illustrates the angle of oscillation of the abutmentand releasing element and the stroke of the catch lever at descending skip, the catching position being indicated in dash-lines.

Fig. 5 is a plan View.

Fig. 6 shows the device inserted on the track; the car running down an incline passes the device without being stopped.

' Fig. 7 is a detail view of the releasing elemen liig- 8. is an en arg d tr ns er ec iona vie i lu t at ng h nnstruc ien an a ner o mo nting h r leasing me han Fig. 9 is a detail view of the abutment and stud of the releasing mechanism.

When the i b ttment lever oscillates in Fig. 1 through the angle H G H the catch lever 11 F moves into the position E F", the pivot point H of the abutment lever travels at this occa on from H to Th le arm o t c t h-le r ght s, i e. pos ti n. of re the lengt F H; t r i ving'c lla ed into the pesitien ll" the length of t he lever arm H -H-H. Kithe amoun a d being H K. In Fig. 2, I? O indicates the pos io of re t f e ca h. le er and R P the position of rest of the abutment lever. At an oscillation of the abutment lever through the angle P N P the catch lever movesinto the position M P O, the increase of the lever length of the catch lever amounting to P' Q in the position indicated in dashand dot lines at an oscillation of the abutment lever through the angle P N P the catch lever moves into the position M P the increase of the lever length of the catch lever mo nts t P 1 Hje ef mn resu h the increase of the catch lever movement is the greater the greater the angle of oscillation of the abutment angle becomes. Transa ferred to practice this means that the normal speed of the ships when descendingcan be greater than is the case with a constant catch lever moment. The catch lever moment is constant in all safety devices in which the catch lever and the abutment lever are mounted on a common bolt and in which the abutment lever acts as releasing element for the catch lever. The single pivot bolt which at first seems to be an advantage has the inconvenience of necessitating a moderate drawing speed.

In a traverse a (Figs. 3, 4;, 5) of cast steel or profile iron the pivot bolt 0 is mounted in a strong bearing lug Z the catch lever 03 being loosely mounted on said pivot bolt 0.

A pivot bolt 6 for the abutmentand re leasing element is, for instance, arranged underneath the pivot bolt 0. The releasing stud h which grips under the catch lever (Z is fixed on f and may be arranged so that it can be adjusted to a position more or less distant from the pivot bolt 0. The abutment and releasing element carries at its lower end the mass 9 serving as counterweight to maintain the abutmentand re leasing element in the position of rest perpendicular to. the inclined plane. In the position of rest the catch lever cl rests upon a stop arranged on the traverse a. In the catch position the catch lever bears against a bracket is connected with the traverse a. For adjusting the pivot e the bearing lug b and the opposite bearing lug for the pivot e may have apertures in which the pivot a can be adjusted and secured by means 0i screws. For adjusting stud h the releasing element may for instance have an aperture in with which the stud it engages so that it can be adjusted and fixedby means of a screw at a greater or shorter distance from the pivot e. The pivot e for the abutment and the releasing element may be arranged either beneath the pivot 0 or at the i e ther o At the normal descending movement of the skip the combined abutmentand releasing element f oscillates and the catch lever (Z, is lifted for a certain amount through the ininterinediary of; the releasing stud it (Fig. 4), After the ship has passed the elements are returned into the aosition of rest by the action of the counterweight g or 01" the weight of the catch lever. When a skip gets: detached from the cable or chain the first wheel axle of the ship will strike strongly against the abutmentand releasing element so that the catch lever cl thrown into the catching position and catches the skip. at the second wheel axle. The abutment lever 7 remains absolutely relieved and bears in the catching position against the caught axle.

I aim:-

1. An automatic safety device mounted on the track of inclined planes designed to catch skips which exceed at the descending a predetermined maximum speed, comprising in combination a catch lever pivotally mounted on the track, a releasing element having a stud arranged to engage and actuate the catch lever,'a pivot bolt for said releasing element mounted at a certain distance li'rom the pivot belt of said catch lever.

2. An automatic safety device mounted on the track of inclined planes designed to catch skips which exceed at the descending a predetermined maximum speed, comprising in combination a catch lever pivotally mounted on the track, a releasing element for said catch lever, a pivot belt for said releasing element adjustably mounted at a certain distance from the pivot bolt of said catch lever.

3. An automatic safety device mounted on the track of inclined planes designed to catch skips Which exceed at the descending a predetermined maximum speed, comprising in combination a catch lever pivotally mounted on the track, a releasing element for said catch lever, a pivot bolt for said releasing element mounted at a certain distance of the pivot bolt of said catch lever, and a releasing stud on said releasing ele ment adjustable with regard to said pivot bolt of said releasing element.

In testimony whereof I afiix my signature.

CARL NoHsE. 

